Metallic railway-tie.



No. 821,951. PATENTED MAY 29, 1906. A. MORRISON. METALLIC RAILWAY'TIE.-

APPLIOATION FILED JAN. 9, 1905.

2 SHEETSSHEET l.

I I: L I H I I0 l PATENTED MAY 29, 1906.

A. MORRISON. METALLIC RAILWAY TIE.

APPLICATION FILED JAN. 9, 1905.

2 SHEETSSHEET 2.

vy. a:

ANDREW MORRISON, or PITTSBURG, PENNSYLVANIA.

METALLIC RAILWAY-WE;

Specification of Letters Patent.

Patented. m 29, woe.-

Application filed January 9, 1905. Serial No. 240,338.

To all whom, it may concern:

Be it known that 1, ANDREW MORRISON, of Pittsburg, Allegheny county, Pennsylvania, have invented a new and useful Metallic Railway-Tie, of which the following is a full, clear, and exact description, reference being had to the accompany ng drawings, forming part of this specification, in whichdifficulties and to provide a li ample strength which will avoid t e tendency I Figure 1 is a cross-section of track provided with my improved tie. Figs. 2 and 3 are respectively top and bottom plan views of the tie, and Figs. 4, 5, and 6 are partial side elevations showing modified forms.

My invention relates to the class of metallic railway-ties of I-beem form, and is designed to decrease the weight of the tie while providing ample strength.

Heretofore in the manufacture of metallic ties of I-beam form the tie has been cut from a rolled section of I-beam form. In such case it is extremely diflicult to provide baseflanges which are sufficiently wide to receive and distribute the applied loads. Moreover, if I-beam forms are used with wide flanges the flanges are of the same width throughout the length of the tie and-the tie is liable to become center-boundthat is, the weight being near the ends, so that they are forced downwardly, there would be a tendency to rock on the center portion of the tie, which would remain higher, no load being applied direct at, this point. Such ties also are of greater weight than desirable.

My invention is designed to overcome these hter tie of to become center-bound and may be insulated from the rail. It is further designed to prevent wear of the upper face of the tie, and thereby greatly lengthen its life, and to allow a slight up-and-down movement of the rail relatively to the-tie.

In the drawings, referringto the form of Figs. 1, 2, and 3,2 is the tie-body, which preferably consists of an I-beam having top and bottom flanges'of equal width. A commercial I-beam of, say, about three inches in width of flange is preferably used. In order to give the proper width of bearing-surface through the end portions of the tie, I rivet to the bottom. flanges of the I-beam end plates 3 which are of much greater width than the base of the beam. if the beam For example,

has a three-inch base the plates may be ten inches in width. These plates preferably extend from the endsof the tie toward its center, so "as to provide about equal'length on each side of the rail-base, leaving the tie ends open or substantially so. In this form I show chafing-plates 4, interposed between the base of the rail 5 and the upper face of the I-beam. These wear-plates have a length greater than the width of the rail-base and are also preferably wider than the top of the I-beam, though the latter feature may or may not be used,-as desired.

In using the structure in an insulated section of track I place a flat layer of insulating material 6 between the chafing-plate and the top of the I-beam tie, this preferably being coextensive with that portion of the I-beam which is covered by the wear-plate. position of the insulating material avoids its rapid cutting out. The wear-plate is preferably secured by bolts 7, extending through the insulated material, through the w earplate, and through clips 8, which rest on the Wear-plate.

The clips are provided with lugs 9, projecting over the base-flanges of the rail. These lugs are preferably formed so that a clearance This of, say, one-sixteenth or one-eighth of an inch is provided between their lower faces and the top face of the base-flange of the rail. This clearance is to prevent the vertical motion of the tie in the ballast, which follows from the wave motionimparted to the rail as the train moves over it. It is desirable to leave the tie stationary in the ballast and allow the rail to move up and down slightly on the tie, as in the case of wooden ties, where the spikes are lifted slightly by the rail. Instead of this clearance I may employ clips which bear directly on the flange, but are provided with springs 9*, as shown in 4, between the clip and the nut, or the springs may be placed within the clip and bear on the rail, as shown at 9 in Fig. 5. In either case the rail is allowed to rise slightly from the tie, thus avoiding the moving up and down of the tiein the ballast.

In order to more firmly hold the clips in lugs. The rear ends of the clips preferably bear against these shoulders of the plate. The shoulder may be arranged on the chafingplate so as to bear against the edge of the railbase instead of against the clip.

In order to complete the insulating of the 'tie from the rail, I employ a thimble or show a form similar to that of Fig, 4, similar parts being designated by similar numerals with, the letter b applied, except that the shoulders on the chafing-plate are done away with. In Fig. 6 I show a form where the rail rests directly on the tie, the letter 0 being applied to similar numerals.

I do not claim herein the insulating means described and shown, as the same is described and claimed in my divisional coperiding application.

The advantages of my invention result from securing the wider end plates to the base of the I-beam, since this decreases the amount of metal in the tie while giving ample bearing-surface beneath its end portions.-

This also avoids a tendency to become centerbound. Further, from the use of the chafing plates, which I believe to be new in connection with the metallic tie, these chafing-plates will receive the chafing and wear due to move- 7 ments of the rail, and after they become worn,

The life of the tie is thus so as to allow the rail to cant or tilt slightly, they may be removed and new ones inserted. greatly lengthened.

Theiorming of the clips so that they allow a slight up-and-down movement of the rail on the tie avoids over-straining of the parts under the wave motion and allows the tie to remain firmly seated in the ballast.

The chafing-plate .may be provided with shoulders at one end only or with no shoulders, the form of the clips may be varied, and many other variations may be made without departing from my invention.

claim 1.. A metallic tie of I-beam form having open ends, and plates wider than the I-bea1n secured to the end portions of its base; substantially as described.

2. A metallic tie of I-beam form having plates wider than the I-beam secured beneath its end portions extending about equidistantly on either side of therail-base; substan-' tially as described.

3. A metallic tie consisting of a single I- beam having a metallic chafing-plate between the rail-base and the tie, said plate being secured to the tie by connections extending through its flanges, and separate clips and bolts for securingthe rail to the tie; substantially as described.

4. A metallic tie having a metallic chafingplate between the'rail-base and the tie, said plate being secured to the tie by connections extending through the top of the tie and being wider than said top, and means for securing the rail to the tie; substantially as described.

5. A flanged metallie tie having a metallic chafing-plate secured to its top flanges and of greater length in the direction of the longitudinal axis of the tie, than the width of the rail-base, and separate clips resting on the chafing-plate and securing the rails in place; substantially as described.

6. A metallic tie consisting of an I-beam having a chafing-plate secured to its top flanges and provided with a shoulder or shoulders extending crosswise of the stantially as described.

7. A metallic tie having a chafing-plate secured to its top and provided with a shoulder or shoulders extending crosswise of the plate and spaced apart from the rail-base, and a separate clip fitting between the shoulder and rail-base; substantially as described.

8. A railway-track having metallic ties, rails rigidly supported on the ties, and a clip device securing the rails to the ties, said device'being arranged to allow a slight up-anddown movement of the rail relative to the tie; substantially as described.

9. The combination with a metallic tie, rails rigidly supported on the ties, and of a clip device for holding .the rail, said device being arranged with a clearance-space between it and the flange of the rail to up-and-down movement of the rail relative to the tie; substantially as described.

10. A metallic tie having a chafing-plate secured to its top and provided with a shoulder or shoulders extending crosswise of the plate and spaced apart from the rail-base,

and separate clipsfitting between the 'shoulders and rail-base, said clips having bolts securing them to the tie; substantially as described.

In testimony whereof I have hereunto set my hand.

ANDREW MORRISON.

Witnesses:

.JoHN M LLER,

H. M. CoRwIN.

plate; sub- 

